U.S. patent application number 16/734597 was filed with the patent office on 2021-07-08 for system method to establish a lane-change maneuver.
The applicant listed for this patent is GM GLOBAL TECHNOLOGY OPERATIONS LLC. Invention is credited to Paul A. Adam, Joseph M. Burdge, Gabriel T. Choi, Tetyana V. Mamchuk.
Application Number | 20210206377 16/734597 |
Document ID | / |
Family ID | 1000004611934 |
Filed Date | 2021-07-08 |
United States Patent
Application |
20210206377 |
Kind Code |
A1 |
Mamchuk; Tetyana V. ; et
al. |
July 8, 2021 |
SYSTEM METHOD TO ESTABLISH A LANE-CHANGE MANEUVER
Abstract
A method to establish a lane-change maneuver, the method
includes the steps of calculating a plurality of anchor points
along a projected vehicle route and, based on the plurality of
anchor points, generating a lane-change maneuver trajectory. The
plurality of anchor points can include: a first anchor point based
on time, a second anchor point where the vehicle would cross a lane
boundary from a host lane to a target lane, and a third anchor
point where counter steering torque would be applied to center the
vehicle in the target lane.
Inventors: |
Mamchuk; Tetyana V.; (Walled
Lake, MI) ; Adam; Paul A.; (Milford, US) ;
Choi; Gabriel T.; (Novi, MI) ; Burdge; Joseph M.;
(West Bloomfield, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
GM GLOBAL TECHNOLOGY OPERATIONS LLC |
DETROIT |
MI |
US |
|
|
Family ID: |
1000004611934 |
Appl. No.: |
16/734597 |
Filed: |
January 6, 2020 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 30/18163 20130101;
G05D 2201/0213 20130101; B60W 2710/202 20130101; B60W 60/001
20200201; G05D 1/0212 20130101 |
International
Class: |
B60W 30/18 20060101
B60W030/18; B60W 60/00 20060101 B60W060/00; G05D 1/02 20060101
G05D001/02 |
Claims
1. A method to establish a lane-change maneuver, the method
comprises: calculating a plurality of anchor points along a
projected vehicle route; and based on the plurality of anchor
points, generating a lane-change maneuver trajectory.
2. The method of claim 1, further comprising the step of, based on
the lane-change maneuver trajectory, performing the lane-change
maneuver through an autonomous vehicle.
3. The method of claim 1, further comprising the step of verifying
the lane-change maneuver trajectory is in compliance with one or
more vehicle dynamics thresholds.
4. The method of claim 1, wherein the lane-change maneuver
trajectory overlaps each anchor point of the plurality of anchor
points.
5. The method of claim 1, wherein each anchor point of the
plurality of anchor points is located in a longitudinal direction
of the projected vehicle route based on the following:
P.sub.long=1/3t.sub.LCoD.times.v.sub.x
6. The method of claim 1, wherein the plurality of anchor points
comprises: a first anchor point based on time; relative to the
first anchor point, a second anchor point where the vehicle would
cross a lane boundary from a host lane to a target lane; and
relative to the second anchor point, a third anchor point where
counter steering torque would be applied to center the vehicle in
the target lane.
7. The method of claim 6, wherein the second anchor point of the
plurality of anchor points is located in the lateral direction of
the projected vehicle route based on the following: p lat = W t + W
h 4 ##EQU00004##
8. A system to establish a lane-change maneuver, the system
comprises: a memory configured to comprise one or more executable
instructions and a processor configured to execute the executable
instructions, wherein the executable instructions enable the
processor to carry out the following steps: calculating a plurality
of anchor points along a projected vehicle route; and based on the
plurality of anchor points, generating a lane-change maneuver
trajectory.
9. The system of claim 8, wherein the executable instructions
enable the processor to carry out an additional step of, based on
the lane-change maneuver trajectory, performing the lane-change
maneuver through an autonomous vehicle.
10. The system of claim 8, wherein the executable instructions
enable the processor to carry out an additional step of verifying
the lane-change maneuver trajectory is in compliance with one or
more vehicle dynamics thresholds.
11. The system of claim 8, wherein the lane-change maneuver
trajectory overlaps each anchor point of the plurality of anchor
points.
12. The system of claim 8, wherein each anchor point of the
plurality of anchor points is located in a longitudinal direction
of the projected vehicle route based on the following:
P.sub.long=1/3t.sub.LCoD.times.v.sub.x
13. The system of claim 8, wherein the plurality of anchor points
comprises: a first anchor point based on time; relative to the
first anchor point, a second anchor point where the vehicle would
cross a lane boundary from a host lane to a target lane; and
relative to the second anchor point, a third anchor point where
counter steering torque would be applied to center the vehicle in
the target lane.
14. The system of claim 13, wherein the second anchor point of the
plurality of anchor points is located in the lateral direction of
the projected vehicle route based on the following: p lat = W t + W
h 4 ##EQU00005##
15. A non-transitory and machine-readable medium having stored
thereon executable instructions adapted to establish a lane-change
maneuver, which when provided to a processor and executed thereby,
causes the processor to carry out the following steps: calculating
a plurality of anchor points along a projected vehicle route; and
based on the plurality of anchor points, generating a lane-change
maneuver trajectory.
16. The non-transitory and machine-readable memory of claim 15,
further comprises an additional step of, based on the lane-change
maneuver trajectory, performing the lane-change maneuver through an
autonomous vehicle.
17. The non-transitory and machine-readable memory of claim 15,
further comprises an additional step of verifying the lane-change
maneuver trajectory is in compliance with one or more vehicle
dynamics thresholds.
18. The non-transitory and machine-readable memory of claim 15,
wherein the lane-change maneuver trajectory overlaps each anchor
point of the plurality of anchor points.
19. The non-transitory and machine-readable memory of claim 15,
wherein the plurality of anchor points comprises: a first anchor
point based on time; relative to the first anchor point, a second
anchor point where the vehicle would cross a lane boundary from a
host lane to a target lane; and relative to the second anchor
point, a third anchor point where counter steering torque would be
applied to center the vehicle in the target lane.
20. The non-transitory and machine-readable memory of claim 15,
wherein each anchor point of the plurality of anchor points is
located in a longitudinal direction of the projected vehicle route
based on the following P.sub.long=1/3t.sub.LCoD.times.V.sub.x
Description
[0001] Blind tests have shown drivers prefer automated lane-change
maneuvers that minimize lateral velocity, acceleration, and jerk.
However, drivers have also reported these kinds of maneuvers as
"not feeling right", for example, when the drivers have observed
vehicle motion while looking at the vehicle's surrounding
environment. It is therefore desirable to provide a system and
method that satisfies unconscious human expectations for what
constitutes an optimal maneuver during automated lane changes. It
is also desirable for this system and method observes rule of
thirds calculations to envision an optimal trajectory prior to
deploying the maneuver. Moreover, other desirable features and
characteristics of the present invention will become apparent from
the subsequent detailed description of the invention and the
appended claims, taken in conjunction with the accompanying
drawings and this background of the invention.
SUMMARY
[0002] A system of one or more computers can be configured to
perform particular operations or actions by virtue of having
software, firmware, hardware, or a combination of them installed on
the system that in operation causes or cause the system to perform
the actions. One or more computer programs can be configured to
perform particular operations or actions by virtue of including
instructions that, when executed by data processing apparatus,
cause the apparatus to perform the actions. One general aspect
includes a method to establish a lane-change maneuver, the method
includes: calculating a plurality of anchor points along a
projected vehicle route; and based on the plurality of anchor
points, generating a lane-change maneuver trajectory. Other
embodiments of this aspect include corresponding computer systems,
apparatus, and computer programs recorded on one or more computer
storage devices, each configured to perform the actions of the
methods.
[0003] Implementations may include one or more of the following
features. The method further including the step of, based on the
lane-change maneuver trajectory, performing the lane-change
maneuver through an autonomous vehicle. The method further
including the step of verifying the lane-change maneuver trajectory
is in compliance with one or more vehicle dynamics thresholds. The
method where the lane-change maneuver trajectory overlaps each
anchor point of the plurality of anchor points. The method where
each anchor point of the plurality of anchor points is located in a
longitudinal direction of the projected vehicle route based on the
following equation: p.sub.long=1/3t.sub.LCoD. The method where the
plurality of anchor points includes: a first anchor point based on
time; relative to the first anchor point, a second anchor point
where the vehicle would cross a lane boundary from a host lane to a
target lane; and relative to the second anchor point, a third
anchor point where counter steering torque would be applied to
center the vehicle in the target lane. The method where the second
anchor point and third anchor point of the plurality of anchor
points is located in the lateral direction of the projected vehicle
route based on the following equation:
p.sub.lat=(W.sub.t+W.sub.h)/3. Implementations of the described
techniques may include hardware, a method or process, or computer
software on a computer-accessible medium.
[0004] One general aspect includes a system to establish a
lane-change maneuver, the system includes: a memory configured to
include one or more executable instructions and a processor
configured to execute the executable instructions, where the
executable instructions enable the processor to carry out the
following steps: calculating a plurality of anchor points along a
projected vehicle route; and based on the plurality of anchor
points, generating a lane-change maneuver trajectory. Other
embodiments of this aspect include corresponding computer systems,
apparatus, and computer programs recorded on one or more computer
storage devices, each configured to perform the actions of the
methods.
[0005] Implementations may include one or more of the following
features. The system where the executable instructions enable the
processor to carry out an additional step of, based on the
lane-change maneuver trajectory, performing the lane-change
maneuver through an autonomous vehicle. The system where the
executable instructions enable the processor to carry out an
additional step of verifying the lane-change maneuver trajectory is
in compliance with one or more vehicle dynamics thresholds. The
system where the lane-change maneuver trajectory overlaps each
anchor point of the plurality of anchor points. The system where
each anchor point of the plurality of anchor points is located in a
longitudinal direction of the projected vehicle route based on the
following equation: p.sub.long=1/3t.sub.LCoD. The system where the
plurality of anchor points includes: a first anchor point based on
time; relative to the first anchor point, a second anchor point
where the vehicle would cross a lane boundary from a host lane to a
target lane; and relative to the second anchor point, a third
anchor point where counter steering torque would be applied to
center the vehicle in the target lane. The system where the second
anchor point and third anchor point of the plurality of anchor
points is located in the lateral direction of the projected vehicle
route based on the following equation:
p.sub.lat=(W.sub.t+W.sub.h)/3. Implementations of the described
techniques may include hardware, a method or process, or computer
software on a computer-accessible medium.
[0006] One general aspect includes a non-transitory and
machine-readable medium having stored thereon executable
instructions adapted to establish a lane-change maneuver, which
when provided to a processor and executed thereby, causes the
processor to carry out the following steps: calculating a plurality
of anchor points along a projected vehicle route; and based on the
plurality of anchor points, generating a lane-change maneuver
trajectory. Other embodiments of this aspect include corresponding
computer systems, apparatus, and computer programs recorded on one
or more computer storage devices, each configured to perform the
actions of the methods.
[0007] Implementations may include one or more of the following
features. The non-transitory and machine-readable memory further
includes an additional step of, based on the lane-change maneuver
trajectory, performing the lane-change maneuver through an
autonomous vehicle. The non-transitory and machine-readable memory
further includes an additional step of verifying the lane-change
maneuver trajectory is in compliance with one or more vehicle
dynamics thresholds. The non-transitory and machine-readable memory
where the lane-change maneuver trajectory overlaps each anchor
point of the plurality of anchor points. The non-transitory and
machine-readable memory where the plurality of anchor points
includes: a first anchor point based on time; relative to the first
anchor point, a second anchor point where the vehicle would cross a
lane boundary from a host lane to a target lane; and relative to
the second anchor point, a third anchor point where counter
steering torque would be applied to center the vehicle in the
target lane. The non-transitory and machine-readable memory where
each anchor point of the plurality of anchor points is located in a
longitudinal direction of the projected vehicle route based on the
following: p.sub.long=1/3t.sub.LCoD. Implementations of the
described techniques may include hardware, a method or process, or
computer software on a computer-accessible medium.
[0008] The above features and advantages and other features and
advantages of the present teachings are readily apparent from the
following detailed description for carrying out the teachings when
taken in connection with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] The disclosed examples will hereinafter be described in
conjunction with the following drawing figures, wherein like
numerals denote like elements, and wherein:
[0010] The disclosed examples will hereinafter be described in
conjunction with the following drawing figures, wherein like
numerals denote like elements, and wherein:
[0011] FIG. 1 is a block diagram depicting an exemplary embodiment
of an electronics system capable of utilizing the system and method
disclosed herein;
[0012] FIG. 2 is a schematic diagram of a vehicle having autonomous
capabilities, according to an embodiment of the communications
system of FIG. 1;
[0013] FIG. 3 is a schematic block diagram of an exemplary
automated driving system (ADS) for the vehicle of FIG. 2
[0014] FIG. 4 is an exemplary flow chart for the utilization of
exemplary system and method aspects disclosed herein;
[0015] FIG. 5 is an illustrative aspect of the process flow of
FIGS. 4; and
[0016] FIG. 6 is another illustrative aspect of the process flow of
FIG. 4.
DETAILED DESCRIPTION
[0017] Embodiments of the present disclosure are described herein.
It is to be understood, however, that the disclosed embodiments are
merely examples and other embodiments can take various and
alternative forms. The figures are not necessarily to scale; some
features could be exaggerated or minimized to show details of
particular components. Therefore, specific structural and
functional details disclosed herein are not to be interpreted as
limiting, but merely as a representative basis for teaching one
skilled in the art to variously employ the present invention. As
those of ordinary skill in the art will understand, various
features illustrated and described with reference to any one of the
figures can be combined with features illustrated in one or more
other figures to produce embodiments that are not explicitly
illustrated or described. The combinations of features illustrated
provide representative embodiments for typical applications.
Various combinations and modifications of the features consistent
with the teachings of this disclosure, however, could be desired
for particular applications or implementations.
[0018] With reference to FIG. 1, vehicle 12 is depicted in the
illustrated embodiment as a sports utility vehicle (SUV), but it
should be appreciated that any other vehicle including motorcycles,
trucks, passenger sedan, recreational vehicles (RVs), marine
vessels, aircraft including unmanned aerial vehicles (UAVs), etc.,
can also be used. In certain embodiments, vehicle 12 may include a
power train system with multiple generally known torque-generating
devices including, for example, an engine. The engine may be an
internal combustion engine that uses one or more cylinders to
combust fuel, such as gasoline, in order to propel vehicle 12. The
power train system may alternatively include numerous electric
motors or traction motors that convert electrical energy into
mechanical energy for propulsion of vehicle 12.
[0019] Some of the vehicle electronics 20 are shown generally, in
FIG. 1 and includes a global navigation satellite system (GNSS)
receiver 22, a body control module or unit (BCM) 24, and other
vehicle system modules (VSMs) 28, a telematics unit 30,
vehicle-user interfaces 50-58, and onboard computer 60. Some or all
of the different vehicle electronics may be connected for
communication with each other via one or more communication busses,
such as communication bus 59. The communication bus 59 provides the
vehicle electronics with network connections using one or more
network protocols and can use a serial data communication
architecture. Examples of suitable network connections include a
controller area network (CAN), a media-oriented system transfer
(MOST), a local interconnection network (LIN), a local area network
(LAN), and other appropriate connections such as Ethernet or others
that conform with known ISO, SAE, and IEEE standards and
specifications, to name but a few. In other embodiments, a wireless
communications network that uses short-range wireless
communications (SRWC) to communicate with one or more VSMs of the
vehicle can be used. In one embodiment, the vehicle 12 can use a
combination of a hardwired communication bus 59 and SRWCs. The
SRWCs can be carried out using the telematics unit 30, for
example.
[0020] The vehicle 12 can include numerous vehicle system modules
(VSMs) as part of vehicle electronics 20, such as the GNSS receiver
22, BCM 24, telematics unit 30 (vehicle communications system),
vehicle-user interfaces 50-56, and onboard computer 60, as will be
described in detail below. The vehicle 12 can also include other
VSMs 28 in the form of electronic hardware components that are
located throughout the vehicle and, which may receive input from
one or more sensors and use the sensed input to perform diagnostic,
monitoring, control, reporting, and/or other functions. Each of the
VSMs 28 is hardwire connected by communication bus 59 to the other
VSMs including the telematics unit 30. Moreover, each of the VSMs
can include and/or be communicatively coupled to suitable hardware
that enables intra-vehicle communications to be carried out over
the communication bus 59; such hardware can include, for example,
bus interface connectors and/or modems. One or more VSMs 28 may
periodically or occasionally have their software or firmware
updated and, in some embodiments, such vehicle updates may be over
the air (OTA) updates that are received from a remote computer or
facility via a land network (not shown) and telematics unit 30. As
is appreciated by those skilled in the art, the above-mentioned
VSMs are only examples of some of the modules that may be used in
vehicle 12, as numerous others are also possible. It should also be
appreciated that these VSMs can otherwise be known as electronic
control units, or ECUs.
[0021] Global navigation satellite system (GNSS) receiver 22
receives radio signals from a constellation of GNSS satellites (not
shown). The GNSS receiver 22 can be configured for use with various
GNSS implementations, including global positioning system (GPS) for
the United States, BeiDou Navigation Satellite System (BDS) for
China, Global Navigation Satellite System (GLONASS) for Russia,
Galileo for the European Union, and various other navigation
satellite systems. For example, the GNSS receiver 22 may be a GPS
receiver, which may receive GPS signals from a constellation of GPS
satellites (not shown). And, in another example, GNSS receiver 22
can be a BDS receiver that receives a plurality of GNSS (or BDS)
signals from a constellation of GNSS (or BDS) satellites. The GNSS
received can determine a current vehicle location based on
reception of a plurality of GNSS signals from the constellation of
GNSS satellites. The vehicle location information can then be
communicated to the telematics unit 30, or other VSMs, such as the
onboard computer 60. In one embodiment (as shown in FIG. 1), the
wireless communications module 30 and/or a telematics unit can be
integrated with the GNSS receiver 22 so that, for example, the GNSS
receiver 22 and the telematics unit 30 (or the wireless
communications device) are directly connected to one another as
opposed to being connected via communication bus 59. In other
embodiments, the GNSS receiver 22 is a separate, standalone module
or there may be a GNSS receiver 22 integrated into the telematics
unit 30 in addition to a separate, standalone GNSS receiver
connected to telematics unit 30 via communication bus 59.
[0022] Body control module (BCM) 24 can be used to control various
VSMs 28 of the vehicle, as well as obtain information concerning
the VSMs, including their present state or status, as well as
sensor information. The BCM 24 is shown in the exemplary embodiment
of FIG. 1 as being electrically coupled to the communication bus
59. In some embodiments, the BCM 24 may be integrated with or part
of a center stack module (CSM) and/or integrated with telematics
unit 30 or the onboard computer 60. Or, the BCM may be a separate
device that is connected to other VSMs via bus 59. The BCM 24 can
include a processor and/or memory, which can be similar to
processor 36 and memory 38 of telematics unit 30, as discussed
below. The BCM 24 may communicate with wireless device 30 and/or
one or more vehicle system modules, such as an engine control
module (ECM), driver monitoring system 71, audio system 56, or
other VSMs 28; in some embodiments, the BCM 24 can communicate with
these modules via the communication bus 59. Software stored in the
memory and executable by the processor enables the BCM to direct
one or more vehicle functions or operations including, for example,
controlling central locking, controlling an electronic parking
brake, power sun/moon roof, the vehicle's head lamps, air
conditioning operations, power mirrors, controlling the vehicle
primary mover (e.g., engine, primary propulsion system), and/or
controlling various other vehicle system modules (VSMs).
[0023] Onboard computer 60 can otherwise be known as an electronic
control unit (ECU) and controls one or more of the electrical
systems or subsystems of vehicle 12. As follows, onboard computer
60 functions as a central vehicle computer that can be used to
carry out various vehicle tasks. Also, one or more other VSMs can
be incorporated with or controlled by onboard computer 60. These
VSMs can include, but are not limited to, the engine control module
(ECM), powertrain control module (PCM), transmission control module
(TCM), body control module (BCM), brake control module (EBCM),
center stack module (CSM), central timing module (CTM), general
electronic module (GEM), body control module (BCM), and suspension
control module (SCM).
[0024] Telematics unit 30 is capable of communicating data via SRWC
through use of SRWC circuit 32 and/or via cellular network
communications through use of a cellular chipset 34, as depicted in
the illustrated embodiment. The telematics unit 30 can provide an
interface between various VSMs of the vehicle 12 and one or more
devices external to the vehicle 12, such as one or more networks or
systems at a remote call center (e.g., ON-STAR by GM). This enables
the vehicle to communicate data or information with remote systems
at a remote call center.
[0025] In at least one embodiment, the telematics unit 30 can also
function as a central vehicle computer that can be used to carry
out various vehicle tasks. In such embodiments, the telematics unit
30 can be integrated with the onboard computer 60 such that the
onboard computer 60 and the telematics unit 30 are a single module.
Or, the telematics unit 30 can be a separate central computer for
the vehicle 12 in addition to the onboard computer 60. Also, the
wireless communications device can be incorporated with or a part
of other VSMs, such as a center stack module (CSM), body control
module (BCM) 24, an infotainment module, a head unit, a telematics
unit, and/or a gateway module. In some embodiments, the telematics
unit 30 is a standalone module, and can be implemented as an
OEM-installed (embedded) or aftermarket device that is installed in
the vehicle.
[0026] In the illustrated embodiment, telematics unit 30 includes,
the SRWC circuit 32, the cellular chipset 34, a processor 36,
memory 38, SRWC antenna 33, and antenna 35. The telematics unit 30
can be configured to communicate wirelessly according to one or
more SRWC protocols such as any of the Wi-Fi.TM., WiMAX.TM.,
Wi-Fi.TM. Direct, other IEEE 802.11 protocols, ZigBee.TM.,
Bluetooth.TM., Bluetooth.TM. Low Energy (BLE), or near field
communication (NFC). As used herein, Bluetooth.TM. refers to any of
the Bluetooth.TM. technologies, such as Bluetooth Low Energy.TM.
(BLE), Bluetooth.TM. 4.1, Bluetooth.TM. 4.2, Bluetooth.TM. 5.0, and
other Bluetooth.TM. technologies that may be developed. As used
herein, Wi-Fi.TM. or Wi-Fi.TM. technology refers to any of the
Wi-Fi.TM. technologies, such as IEEE 802.11b/g/n/ac or any other
IEEE 802.11 technology. And, in some embodiments, the telematics
unit 30 can be configured to communicate using IEEE 802.11p such
that the vehicle can carry out vehicle-to-vehicle (V2V)
communications, or vehicle-to-infrastructure (V2I) communications
with infrastructure systems or devices, such as at a remote call
center. And, in other embodiments, other protocols can be used for
V2V or V2I communications.
[0027] The SRWC circuitry 32 enables the telematics unit 30 to
transmit and receive SRWC signals, such as BLE signals. The SRWC
circuit can allow the telematics unit 30 to connect to another SRWC
device (e.g., a smart phone). Additionally, in some embodiments,
the telematics unit 30 contains a cellular chipset 34 thereby
allowing the device to communicate via one or more cellular
protocols, such as those used by cellular carrier system 70,
through antenna 35. In such a case, the telematics unit 30 is user
equipment (UE) that can be used to in carry out cellular
communications via cellular carrier system 70.
[0028] Antenna 35 is used for communications and is generally known
to be located throughout vehicle 12 at one or more locations
external to the telematics unit 30. Using antenna 35, telematics
unit 30 may enable the vehicle 12 to be in communication with one
or more local or remote networks (e.g., one or more networks at a
remote call center or server) via packet-switched data
communication. This packet switched data communication may be
carried out through use of a non-vehicle wireless access point or
cellular system that is connected to a land network via a router or
modem. When used for packet-switched data communication such as
TCP/IP, the communications device 30 can be configured with a
static Internet Protocol (IP) address or can be set up to
automatically receive an assigned IP address from another device on
the network such as a router or from a network address server.
[0029] Packet-switched data communications may also be carried out
via use of a cellular network that may be accessible by the
telematics unit 30. Communications device 30 may, via cellular
chipset 34, communicate data over wireless carrier system 70. In
such a scenario, radio transmissions may be used to establish a
communications channel, such as a voice channel and/or a data
channel, with wireless carrier system 70 so that voice and/or data
transmissions can be sent and received over the channel. Data can
be sent either via a data connection, such as via packet data
transmission over a data channel, or via a voice channel using
techniques known in the art. For combined services that involve
both voice communication and data communication, the system can
utilize a single call over a voice channel and switch as needed
between voice and data transmission over the voice channel, and
this can be done using techniques known to those skilled in the
art.
[0030] Processor 36 can be any type of device capable of processing
electronic instructions including microprocessors,
microcontrollers, host processors, controllers, vehicle
communication processors, and application specific integrated
circuits (ASICs). It can be a dedicated processor used only for
communications device 30 or can be shared with other vehicle
systems. Processor 36 executes various types of digitally-stored
instructions, such as software or firmware programs stored in
memory 38, which enable the telematics unit 30 to provide a wide
variety of services. For instance, in one embodiment, the processor
36 can execute programs or process data to carry out at least a
part of the method discussed herein. Memory 38 may include any
suitable non-transitory, computer-readable medium; these include
different types of RAM (random-access memory, including various
types of dynamic RAM (DRAM) and static RAM (SRAM)), ROM (read-only
memory), solid-state drives (SSDs) (including other solid-state
storage such as solid state hybrid drives (SSHDs)), hard disk
drives (HDDs), magnetic or optical disc drives, that stores some or
all of the software needed to carry out the various external device
functions discussed herein. In one embodiment, the telematics unit
30 also includes a modem for communicating information over the
communication bus 59.
[0031] Vehicle electronics 20 also includes a number of
vehicle-user interfaces that provide vehicle occupants with a means
of providing and/or receiving information, including visual display
50, pushbutton(s) 52, microphone 54, audio system 56, and camera
58. As used herein, the term "vehicle-user interface" broadly
includes any suitable form of electronic device, including both
hardware and software components, which is located on the vehicle
and enables a vehicle user to communicate with or through a
component of the vehicle. The pushbutton(s) 52 allow manual user
input into the communications device 30 to provide other data,
response, and/or control input. Audio system 56 provides audio
output to a vehicle occupant and can be a dedicated, stand-alone
system or part of the primary vehicle audio system. According to
one embodiment, audio system 56 is operatively coupled to both
vehicle bus 59 and an entertainment bus (not shown) and can provide
AM, FM and satellite radio, CD, DVD, and other multimedia
functionality. This functionality can be provided in conjunction
with or independent of an infotainment module. Microphone 54
provides audio input to the telematics unit 30 to enable the driver
or other occupant to provide voice commands and/or carry out
hands-free calling via the wireless carrier system 70. For this
purpose, it can be connected to an on-board automated voice
processing unit utilizing human-machine interface (HMI) technology
known in the art. Visual display or touch screen 50 is preferably a
graphics display and can be used to provide a multitude of input
and output functions. Display 50 can be a touch screen on the
instrument panel, a heads-up display reflected off of the
windshield, a video projector that projects images onto the
windshield from the vehicle cabin ceiling, or some other display.
For example, display 50 can be the touch screen of the vehicle's
infotainment module at the center console of the vehicle's
interior. Various other vehicle-user interfaces can also be
utilized, as the interfaces of FIG. 1 are only an example of one
particular implementation.
[0032] Camera 58 can be of the digital variety and can capture one
or more images that can then be transmitted to telematics unit 30
and processor 36. Camera 58 can be installed at any acceptable
location to view the head position of the vehicle operator 68. For
example, in one or more embodiments, the camera 58 can be installed
on the dashboard, steering wheel (or steering column), or rear-view
mirror and be part of a driver monitoring system (DMS). The DMS
(also known as a Driver Attention Monitor or DAM), is a vehicle
safety system that implements camera 58 as well as other infrared
sensors to monitor the attentiveness of the vehicle operator. The
DMS can also deploy facial recognition software to monitor the
eyelid positions of the vehicle operator to detect if they are
becoming drowsy. If the vehicle operator does not seem to be paying
attention to the road or seems to be getting drowsy, the DMS can
alert the driver by providing one or more notifications in the
vehicle interior (e.g., visual notifications via display 50,
audible notifications via audio system 56, or tactile notifications
via piezoelectric devices installed in the driver seat).
[0033] As shown in FIG. 2, one or more embodiments of vehicle 12
may include features to implement an autonomous driving mode. With
such embodiments, in addition to the systems discussed above,
vehicle 12 further includes a transmission 214 configured to
transmit power from the propulsion system 213 to a plurality of
vehicle wheels 215 according to selectable speed ratios. According
to various embodiments, the transmission 214 may include a
step-ratio automatic transmission, a continuously-variable
transmission, or other appropriate transmission. The vehicle 12
additionally includes wheel brakes 217 configured to provide
braking torque to the vehicle wheels 215. The wheel brakes 217 may,
in various embodiments, include friction brakes, a regenerative
braking system such as an electric machine, and/or other
appropriate braking systems. The vehicle 12 additionally includes a
steering system 216. It should be understood that each of these
systems may also be operated manually, for example, when vehicle 12
is in a manual operation mode or when the autonomous driving mode
is being override for emergency purposes.
[0034] Telematics unit 30 is moreover configured to wirelessly
communicate with other vehicles ("V2V") and/or infrastructure
("V2I") and/or pedestrians ("V2P"). These communications may
collectively be referred to as a vehicle-to-entity communication
("V2X"). In an exemplary embodiment, in addition to the
communication channels listed above, this communication system is
further configured to communicate via at least one dedicated
short-range communications (DSRC) channel. DSRC channels refer to
one-way or two-way short-range to medium-range wireless
communication channels specifically designed for automotive use and
a corresponding set of protocols and standards.
[0035] When vehicle 12 is in this autonomous driving mode, the
propulsion system 213, transmission 214, steering system 216, and
wheel brakes 217 will be in communication with or under the control
of at least one controller 222. While depicted as a single unit for
illustrative purposes, the controller 222 may additionally include
one or more other controllers, collectively referred to as a
"controller." The controller 222 may also be embedded in telematics
unit 30, BCM 24, and/or onboard computer 60.
[0036] The controller 222 may include a microprocessor such as a
central processing unit (CPU) or graphics processing unit (GPU) in
communication with various types of computer readable storage
devices or media. Computer readable storage devices or media may
include volatile and nonvolatile storage in read-only memory (ROM),
random-access memory (RAM), and keep-alive memory (KAM), for
example. KAM is a persistent or non-volatile memory that may be
used to store various operating variables while the CPU is powered
down. Computer-readable storage devices or media may be implemented
using any of a number of known memory devices such as PROMs
(programmable read-only memory), EPROMs (electrically PROM),
EEPROMs (electrically erasable PROM), flash memory, or any other
electric, magnetic, optical, or combination memory devices capable
of storing data, some of which represent executable instructions,
used by the controller 222 in controlling the vehicle.
[0037] Controller 222 includes an automated driving system (ADS)
224 for automatically controlling various actuators in the vehicle
while in an autonomous mode. Autonomous modes have been categorized
into numerical levels ranging from zero (0), corresponding to no
automation (i.e., full human control), to five (5), corresponding
to full automation with no human control. Autonomous modes, such as
cruise control, adaptive cruise control, and lane and parking
assistance systems correspond to lower automation levels, while
true "driverless" vehicles correspond to higher automation levels
(implementing the systems discussed below).
[0038] Autonomous mode equipped vehicles having a Level Two and
Level Three system can handle minor dynamic driving tasks but still
require intervention from a human and may, in certain situations,
require assistance from a human. As mentioned above, examples of
known Level Two and Level Three systems include adaptive cruise
control and lane assist systems which control certain aspects of
the driving experience despite a human having their hands
physically on the steering wheel. Other examples include
intelligent parking assist systems (IPAS) which enable the vehicle
to steer itself into a parking space with little or no input from a
human. On the other hand, a Level Four system indicates "high
automation", referring to the driving mode-specific performance by
an automated driving system of all aspects of the dynamic driving
task, even if a human driver does not respond appropriately to a
request to intervene. Moreover, a Level Five system indicates "full
automation", referring to the full-time performance by an automated
driving system of all aspects of the dynamic driving task under all
roadway and environmental conditions that can be managed by a human
driver.
[0039] In an exemplary embodiment, the ADS 224 is configured to
communicate automated driving information with and control
propulsion system 213, transmission 214, steering system 216, and
wheel brakes 217 to control vehicle acceleration, steering, and
braking, respectively, without human intervention via a plurality
of actuators 230 in response to inputs from a plurality of driving
sensors 226, which may include GPS, RADAR, LIDAR, optical cameras,
thermal cameras, ultrasonic sensors, and/or additional sensors as
appropriate. In various embodiments, the instructions of the ADS
224 may be organized by function or system. For example, as shown
in FIG. 3, (especially when Vehicle 12 is equipped to provide Level
Four or Level Five automation) ADS 224 can include a sensor fusion
system 232 (computer vision system), a positioning system 234, a
guidance system 236, and a vehicle control system 238. As can be
appreciated, in various embodiments, the instructions may be
organized into any number of systems (e.g., combined, further
partitioned, etc.) as the disclosure is not limited to the present
examples.
[0040] In various embodiments, the sensor fusion system 232
synthesizes and processes sensor data and predicts the presence,
location, classification, and/or path of objects and features of
the environment of the vehicle 12. In various embodiments, the
sensor fusion system 232 can incorporate information from multiple
sensors, including but not limited to cameras, LIDARS, radars,
and/or any number of other types of sensors. In one or more
exemplary embodiments described herein, the sensor fusion system
232 supports or otherwise performs the ground reference
determination processes and correlates image data to LIDAR point
cloud data, the vehicle reference frame, or some other reference
coordinate frame using calibrated conversion parameter values
associated with the pairing of the respective camera and reference
frame to relate LIDAR points to pixel locations, assign depths to
the image data, identify objects in one or more of the image data
and the LIDAR data, or otherwise synthesize associated image data
and LIDAR data. In other words, the sensor output from the sensor
fusion system 232 provided to the vehicle control system 238 (e.g.,
indicia of detected objects and/or their locations relative to the
vehicle 12) reflects or is otherwise influenced by the calibrations
and associations between camera images, LIDAR point cloud data, and
the like.
[0041] The positioning system 234 processes sensor data along with
other data to determine a position (e.g., a local position relative
to a map, an exact position relative to lane of a road, vehicle
heading, velocity, etc.) of the vehicle 12 relative to the
environment. The guidance system 236 processes sensor data along
with other data to determine a path for the vehicle 12 to follow
(i.e., path planning data). The vehicle control system 238
generates control signals for controlling the vehicle 12 according
to the determined path.
[0042] In various embodiments, the controller 222 implements
machine learning techniques to assist the functionality of the
controller 222, such as feature detection/classification,
obstruction mitigation, route traversal, mapping, sensor
integration, ground-truth determination, and the like.
[0043] The output of controller 222 is communicated to actuators
230 when the autonomous driving mode is activated. In an exemplary
embodiment, the actuators 230 include a steering control, a shifter
control, a throttle control, and a brake control. The steering
control may, for example, while in the autonomous driving mode,
control a steering system 216 as illustrated in FIG. 2. The shifter
control may, for example, while in the autonomous driving mode,
control a transmission 214 as illustrated in FIG. 2. The throttle
control may, for example, while in the autonomous driving mode,
control a propulsion system 213 as illustrated in FIG. 2. The brake
control may, for example, while in the autonomous driving mode,
control wheel brakes 217 as illustrated in FIG. 2.
Method
[0044] Turning now to FIG. 4, there is shown an embodiment of a
method 400 to optimize a lane-change maneuver such that the
maneuver accounts for the difference between the vehicle operator's
perception of vehicle motion while changing lanes and the vehicle
operator's relative position within vehicle 12. One or more aspects
of maneuver method 400 may be carried out by telematics unit 30.
For example, in order to carry out the one or more aspects of
method 400, memory 38 includes executable instructions stored
thereon and processor 36 executes these executable instructions.
One or more additional aspects of maneuver method 400 may be
carried out by controller 222 implementing automated driving system
(ADS) 224. One or more ancillary aspects of method 400 may also be
completed by one or more vehicle devices such as, for example,
control propulsion system 213, transmission 214, steering system
216, and wheel brakes 217.
[0045] With further reference to FIG. 5, method 400 begins at 401
in which the vehicle 12 is autonomously traversing along a stretch
of a roadway 509. In step 410, sensor data from driving sensors 226
and vehicle location data (e.g., via GNSS receiver 22) is
collected. The data is then used to formulate understanding of the
current "scene" along the roadway 509. For example, the data can be
used to determine what the road ahead of the vehicle looks like
(straight, curving left, curving right), the current location of
vehicle 12 in relation to the rest of roadway 509, and the
curvature of the lane markers for each given lane (e.g., the host
lane and the target lane). Skilled artists will see that
calculating route characteristics for projected vehicle routes are
well known. Skilled artists will also understand that lane
curvatures can be identified through one or more known Lane Map
Fusion (LMF) techniques.
[0046] In addition, in this step, a target lane 513 can be
determined to know which direction vehicle 12 is to change lanes
(wherein the target lane 513 is to the vehicle's left or right) and
thus initialize the envisioning of the lane-change trajectory. When
vehicle 12 includes a Level Two and Level Three system (e.g., a
known Lane Change on Demand feature), determination for desired
target lane 513 side is manually provided by the vehicle operator
through their operation of the turn signal stalk. As such, the
vehicle's lane-change trajectory will be initialized and developed
based on whether the vehicle operator operates their turn signal
stalk to indicate a lane change to the right or left of vehicle 12
(i.e., to indicate that the target lane is to the right or left of
vehicle 12).
[0047] When vehicle 12 includes a Level Four and Level Five system,
determination for desired target lane 13 is conducted completely by
vehicle 12 (e.g., via telematics unit 30 and/or ADS 224). As
follows, the desired side of current arc of travel is a geometric
determination. For example, if vehicle 12 is currently on a road
curving right and the vehicle 12 is attempting to change lanes to a
target lane 513 to the vehicle's right, then vehicle 12 should
attempt to move towards inner curve arc (to effectively decrease
the turn radius). Moreover, if vehicle 12 is currently on a road
curving left and the vehicle 12 is attempting to change lanes to a
target lane 513 to the left of vehicle 12, vehicle 12 should also
attempt to move towards inner curve arc. Alternatively, the
opposite logic applies in those cases in which vehicle 12 is going
along a road curving to the opposite direction of the target lane
513. For example, when the vehicle 12 is attempting to move to a
target lane to the vehicle's left side while the road is curved to
the vehicle's right, then vehicle 12 will move towards the outer
curve arc (to effectively increase the turn radius). Moreover, when
the vehicle 12 is attempting to move to a target lane that is to
the vehicle's right side while the road is curved to the vehicle's
left, vehicle 12 will also move towards the outer curve arc (to
effectively increase the turn radius).
[0048] In step 420, vehicle 12 will further the process of
envisioning a vehicle trajectory by calculating numerous anchor
points 510 along the projected vehicle route 511. In one or more
embodiments, vehicle 12 will implement a rule of thirds technique
to calculate these anchor points. As such, in these one or more
embodiments, the lane-change trajectory will be broken down (as
shown) into a 3.times.3 grid format to derive three distinctive
anchor points (pivot points--510', 510'', 510'''). It should be
appreciated that this rule of thirds technique is designed to
satisfy the vehicle operator's psychological constraint associated
with their perception of vehicle motion since their viewpoint is
biased left to the center line of the vehicle's host lane.
[0049] In addition, in this step, vehicle 12 will calculate a first
anchor point (p1) 510'. This first anchor point 510' may be based
on the following formula:
P.sub.longl=1/3t.sub.LCoD.times.v.sub.x
where t.sub.LCoD is the time needed to complete the lane-change
maneuver (i.e., lane change on demand), and V.sub.x is the velocity
of vehicle 12 (i.e., the average velocity of vehicle 12 throughout
the lane-change maneuver). For example, when the vehicle 12
allocates nine (9) seconds for the full lane-change maneuver
(t.sub.LCoD=9 sec.), the first anchor point 510' will be three (3)
seconds ahead of the current location of vehicle 12 (shown at
time=t.sub.0). Thus, if vehicle 12 is moving at an average rate of
30 meters per second, then the first anchor point 510' will be 90
meters away in the longitudinal direction relative to the vehicle's
current location (the location at time=t.sub.0).
[0050] The lateral position of the first anchor point 510' can be
calculated based on the following formula:
p lat 1 = W t + W h 6 ##EQU00001##
where W.sub.t is the width of target lane 513 (i.e., the lane in
which vehicle 12 is attempting to travel at time=t.sub.2) and
W.sub.h is the width of the host lane 514 (i.e., the lane in which
vehicle 12 is traveling at to). As such, the lateral distances of
this anchor point 510' is achieved by taking a sixth of the sum
between the widths of the target lane 513 and host lane 514. For
example, when the widths of the host and target lanes 513, 514 are
each 3.6 meters, the first anchor point 510' will be 1.2 meters to
the left or right of the vehicle location shown at time=t.sub.0
(i.e., the starting location of vehicle 12).
[0051] The vehicle 12 may also select a calibration angle at which
the lane-change maneuver will be felt by the driver but not to the
point at which it would feel excessive. For instance, when vehicle
12 is traveling absolutely parallel to the lane markers, then
vehicle 12 can implement a calibration angle that is a heading
change of a fraction of a percent so as to allow the lane change to
be so gradual that a majority of vehicle operator's (and vehicle
passengers) would barely notice the lane-change maneuver occurring.
This calibration angle is represented in FIG. 5 through the
counter-clockwise rotation of the grid 512 from time to to time
t.sub.1. As follows, the more drastic the rotation of grid 512, the
more the lane-change maneuver should be felt by the vehicle
operator (and vehicle passengers). Thus, the calibration angle and
the rate of change of the calibration angle feeds into lateral
accel and jerk (dynamically).
[0052] In step 430, vehicle 12 will calculate a second anchor point
(p2) 510''. This second anchor point is considered the point at
which the vehicle is to cross the lane boundary between the host
lane 514 and target lane 513. The longitudinal position of the
second anchor point 510'' can also be based on the formula
(discussed above):
P.sub.long2=1/3t.sub.LCoD.times.v.sub.x
[0053] As follows, when the vehicle 12 allocates nine (9) seconds
for the full lane-change maneuver (t.sub.LcoD=9 sec.), the second
anchor point 510'' will be six (6) seconds ahead of the vehicle's
starting location. Thus, if vehicle 12 is moving at a rate of 30
meters per second, then the second anchor point 510' will be 180
meters away in the longitudinal direction relative to the vehicle's
starting location (at time=t.sub.0) and 90 meters away in the
longitudinal direction relative to the location of the first anchor
point (at time=t.sub.1).
[0054] The lateral position of the second anchor point 510'' can be
calculated based on the following formula:
p lat 2 = W t + W h 4 ##EQU00002##
as such, the lateral distances of this anchor point 510'' is
achieved by taking a fourth of the sum between the widths of the
target lane 513 and host lane 514. For example, when the widths of
the host and target lanes 513, 514 are each 3.6 meters, the second
anchor point 510'' will be 1.8 meters to the left or right of the
starting location of vehicle 12. It should also be appreciated that
the location of the first anchor point 510' will have an effect on
the location of the second anchor point 510''. Thus, the second
anchor point 510'' is relative to the first anchor point 510'.
[0055] In step 440, vehicle 12 will calculate a third anchor point
(p3) 510'''. This third anchor point 510''' is considered the point
at which counter steering torque would be applied to center the
vehicle 12 while traveling in the target lane 513. In essence, this
would be the location at which vehicle 12 applies hooks to
calibrators to create a counter-steering effect (which causes
steering wheel to turn in direction opposite to the current heading
and thus straightening out the host vehicle within the target lane
513). The longitudinal position of the third anchor point 510'''
can also be based on the formula:
P.sub.long3=1/3t.sub.LCoD.times.v.sub.x
[0056] As follows, when the vehicle 12 allocates nine (9) seconds
for the full lane-change maneuver (t.sub.LCoD=9 sec.), the third
anchor point 510''' will be nine (9) seconds ahead of the vehicle's
starting location. Thus, if vehicle 12 is moving at a rate of 30
meters per second, then the third anchor point 510'' will be 270
meters in the longitudinal direction relative to the vehicle's
starting location (at time=t.sub.0), 180 meters in the longitudinal
direction relative to the location of the first anchor point 510'
(at time=t.sub.1), and 90 meters in the longitudinal direction
relative to the location of the second anchor point (at
time=t.sub.2).
[0057] The lateral distance of the third anchor point 510''' will
also be based on the formula:
P lat 3 = W t + W h 6 + P lat 1 = 2 .times. P lat 1
##EQU00003##
[0058] As follows, when the widths of the host and target lanes
513, 514 are each 3.6 meters, the lateral position of the third
anchor point 510''' (at time=t.sub.2) will be 2.4 meters to the
left or right of the starting location of the vehicle 12. It should
be appreciated that the first anchor point (p1) 510' and third
anchor point (p3) 510''' are equally spaced from the second anchor
point (p2) 510'', which is 0.6 meters in this instance, and which
causes retainment of the grid format for the lane change trajectory
512. It should also be appreciated that the location of the first
and second anchor points 510' and 510'' will have an effect on the
location of the third anchor point 510'''. Thus, the third anchor
point 510''' is relative to the second anchor point 510'', which is
relative to the first anchor point 510'.
[0059] In step 450, with additional reference to FIG. 6, vehicle 12
will generate an envisioned lane-change trajectory 515 that
overlaps each one of the anchor points 510. This generated
trajectory 515 may also be at least temporarily stored in memory
38. In this step, vehicle 12 will also determine whether the
lane-change trajectory conforming to the anchor points 510 is in
compliance with one or more vehicle dynamics thresholds. These
vehicle dynamics thresholds may be provided by a
calibration/performance team and may specify the max amount of
lateral velocity, acceleration, and jerk that are considered to be
acceptable for vehicle 12. These thresholds may also be stored in
memory 38. For instance, vehicle 12 (telematics unit 30) may walk
through each calculated anchor point 510 for this trajectory and
calculate a relative lateral velocity, acceleration, and jerk based
on the current or expected longitudinal velocity. When all
constraints are satisfied, method 400 will move to step 460;
otherwise method 400 will move to optional step 455.
[0060] In optional step 455, vehicle 12 will adjust each anchor
point 510 to correct for the vehicle dynamics thresholds. As
follows, one or more of the anchor points 510 may be moved along
the trajectory of the lane-change maneuver to a location that will
comply with the vehicle dynamics thresholds. These adjustment
locations will also ensure each anchor point location complies with
the rule of thirds formulations discussed above. Thus, when one of
the anchor points 510 is adjusted to correct for the vehicle
dynamics thresholds, each subsequent anchor point location 510 will
be affected. In step 460, via ADS 224, vehicle 12 will autonomously
carry out the lane-change maneuver that conforms to the generated
lane-change trajectory. After step 460, method 400 moves to
completion 402.
[0061] While exemplary embodiments are described above, it is not
intended that these embodiments describe all possible forms
encompassed by the claims. The words used in the specification are
words of description rather than limitation, and it is understood
that various changes can be made without departing from the spirit
and scope of the disclosure. As previously described, the features
of various embodiments can be combined to form further embodiments
of the invention that may not be explicitly described or
illustrated. While various embodiments could have been described as
providing advantages or being preferred over other embodiments or
prior art implementations with respect to one or more desired
characteristics, those of ordinary skill in the art recognize that
one or more features or characteristics can be compromised to
achieve desired overall system attributes, which depend on the
specific application and implementation. These attributes can
include, but are not limited to cost, strength, durability, life
cycle cost, marketability, appearance, packaging, size,
serviceability, weight, manufacturability, ease of assembly, etc.
As such, embodiments described as less desirable than other
embodiments or prior art implementations with respect to one or
more characteristics are not outside the scope of the disclosure
and can be desirable for particular applications.
[0062] Spatially relative terms, such as "inner," "outer,"
"beneath," "below," "lower," "above," "upper," and the like, may be
used herein for ease of description to describe one element or
feature's relationship to another element(s) or feature(s) as
illustrated in the figures. Spatially relative terms may be
intended to encompass different orientations of the device in use
or operation in addition to the orientation depicted in the
figures. For example, if the device in the figures is turned over,
elements described as "below" or "beneath" other elements or
features would then be oriented "above" the other elements or
features. Thus, the example term "below" can encompass both an
orientation of above and below. The device may be otherwise
oriented (rotated 90 degrees or at other orientations) and the
spatially relative descriptors used herein interpreted
accordingly.
[0063] None of the elements recited in the claims are intended to
be a means-plus-function element within the meaning of 35 U.S.C.
.sctn. 112(f) unless an element is expressly recited using the
phrase "means for," or in the case of a method claim using the
phrases "operation for" or "step for" in the claim.
* * * * *